Method for operating driving assistance system of vehicle

Abstract

In order to provide an optimization method for operating a driving assistance system (11) of a vehicle (10), which provides an optimization response to an obstacle (15), a. A travel path of the vehicle (10) is detected by the driving assistance system (11), the travel path (12) being a three-dimensional travel path; b, determining whether at least one obstacle exists in the driving path or not and / or whether at least one obstacle exists in the surrounding area of the driving path or not through the driving assistance system; and if at least one obstacle (15) is present in the travel path and / or in the surrounding area of the travel path (12): c. Determining at least one predetermined trigger threshold value of the driving assistance system (11) and / or comparing the at least one predetermined trigger threshold value with the at least one predetermined trigger threshold value of the driving assistance system (11), and if the at least one obstacle (15) is present in the travel path and / or the at least one obstacle (15) is present in the surrounding area of the travel path (12). And when the predetermined trigger threshold value is exceeded: d. Outputting a warning signal output by the driving assistance system (11) and / or activating a driving assistance function of the driving assistance system (11).

Description

Technical Field

[0001] The present invention relates to a method for operating a vehicle with regard to a driving path, a driving assistance system designed for use in this method, and a vehicle having such a driving assistance system. Background Technology

[0002] CN 117 022 330 A describes an autonomous driving control method and a device, electronic device, and medium for navigating narrow roads. The method includes the following steps: obtaining a narrow road evaluation coefficient; determining the current road type based on the narrow road evaluation coefficient; if the current road type is a narrow road type; detecting the vehicle state before activation; and if the vehicle state before activation meets preset activation conditions, starting the vehicle. If the activation conditions are met, sending an activation confirmation message; obtaining the driver confirmation status based on the activation confirmation message; if the driver confirmation status is activation confirmation, converting the vehicle's autonomous driving state to an active state, and enabling the vehicle to drive on the narrow road in autonomous driving state.

[0003] As known from US 2020 / 0401 134 A1, a truck transports soil, ore, or other materials from one location to another at a mine or construction site. Ore is typically loaded using an excavator or loader. Upon arrival at the unloading location, the truck must determine where the ore, soil, or material should be unloaded. Different applications require different unloading methods. This knowledge is encoded into a database with preferred behavioral patterns, generating a series of automated maneuvers to perform these actions. Assume the truck is equipped with a drive-by-wire system and is capable of computer-controlled driving. The system also includes a system for improving the safety of autonomous trucks in the mining and construction industries. This system includes one or more sensors capable of identifying road features, a drive-by-wire kit mounted on the autonomous truck, and a planning algorithm that generates a trajectory to guide the autonomous vehicle from a start point to a destination. The trajectory is simultaneously subject to stochastic control within the passable road to minimize ruts or intentionally drive over "high" points of the support surface to smooth out ruts, or intentionally avoid (or stop) the vehicle, or to detect debris falling from the truck to warn itself or other vehicles traveling on the same route, or to identify road features and perform historical tracking to determine road movement and thus warn of potential collapses or landslides, or to stop the vehicle, or to avoid deep water pits, which are identified by comparing the water surface with support surfaces recorded during previous driving.

[0004] As known from US 10,926,798 B2, after determining the location of a pothole relative to a predicted vehicle path, one or more linearly arranged luminaires are activated based on the location of the pothole relative to the vehicle path.

[0005] For example, detecting potholes around a vehicle is generally known. Summary of the Invention

[0006] The technical problem to be solved by the present invention is to provide an optimization method for a driving assistance system for operating vehicles, which can make an optimized response to obstacles.

[0007] This technical problem is solved through a method used in the driving assistance system for operating the vehicle.

[0008] According to the present invention, a method for operating a driving assistance system for a vehicle includes the following steps:

[0009] a. Detect the vehicle's driving path through a driving assistance system, wherein the driving path is a three-dimensional driving path;

[0010] b. Determine, through the driving assistance system, whether there is at least one obstacle within the driving path, and / or whether there is at least one obstacle in the surrounding area of ​​the driving path, and if there is at least one obstacle within the driving path and / or whether there is at least one obstacle in the surrounding area of ​​the driving path:

[0011] c. Determine at least one predetermined trigger threshold of the driver assistance system, and / or compare it with at least one predetermined trigger threshold of the driver assistance system, and when the predetermined trigger threshold is exceeded:

[0012] d. Output warning signals from the driver assistance system and / or activate driver assistance functions of the driver assistance system.

[0013] The advantage of the method according to the invention lies in the fact that it first detects the vehicle's driving path. Those skilled in the art will understand the term "driving path" herein as a pre-defined, precise trajectory for the vehicle. When detecting the driving path, for example when the vehicle is manually driven, the current steering position may be considered, or it may be a driving path to a distant destination, for example when the driver has entered a destination into the navigation system and the vehicle is autonomously controlled to that destination. The driving assistance system then determines, for example, continuously and / or instantaneously, whether an obstacle is located within the driving path, and / or around the driving path. This has the advantage of considering only relevant obstacles and / or potentially relevant obstacles in the environment. A predetermined trigger threshold may then be determined, or compared to a predetermined trigger threshold. The advantage of making this determination during the execution of the method is that it allows for flexibility in responding to possible changes in the environment or driving path. Vehicle width or vehicle height are parameters that can be considered in dynamic observation. Comparison with a predetermined trigger threshold is also possible. This has the advantage of using fixed parameters. For example, the standard width or standard height of the vehicle may be considered to determine whether an obstacle exists within the driving path.

[0014] The driving path described in this invention is a three-dimensional driving path. As understood by those skilled in the art, a three-dimensional driving path includes a third dimension in addition to a two-dimensional route, namely, the vehicle's height. Common two-dimensional driving paths consider the vehicle's width along the route but neglect its height. The advantage of a three-dimensional driving path is that, for example, the obstacles identified by this path for a truck with a height of 350cm differ from those identified for a car with a height of 160cm. Furthermore, it identifies and considers indentations in the route, such as road undulations and potholes. This improves the accuracy of obstacle identification.

[0015] The surrounding environment of the driving path is defined, for example, by a range of intervals relative to the driving path. This range can be, for example, a three-dimensional distance of 100cm, preferably 50cm, from the vehicle. The three-dimensional distance here refers to a radially outward distance, where the vehicle's interior space is defined as the interior. This ensures that only obstacles directly around the vehicle are considered, thus keeping the data and parameters to be monitored within a limited range. For example, obstacles 5m or more away from the vehicle are not considered.

[0016] Obstacles may be located at a height level lower than the road surface elevation, higher than the road surface elevation, lower than the clearance height but higher than the road surface elevation, and / or directly at the road surface elevation. The road surface height, as understood by those skilled in the art, is the plane on which the vehicle travels. This plane is, for example, an asphalt road or similar surface. A lower height level, as understood by those skilled in the art, refers to the height level below the road surface. If the road surface is located in the Z-plane, the height level below the road surface elevation has a negative Z-coordinate, while the higher height level has a positive Z-coordinate. The clearance height, as understood by those skilled in the art, refers to the maximum height a vehicle can travel over an obstacle without causing damage. The clearance height, for example, has a positive Z-coordinate.

[0017] Obstacles that are lower than the road surface elevation may include potholes, road undulations, ditches, or drainage systems.

[0018] Obstacles that are at a height level lower than the traffic level but higher than the road surface level can be, for example, the top of a tunnel, trees, traffic signs, bridges, canopies, bollards or other road boundaries, garage entrances and / or parking lot entrances.

[0019] For example, obstacles located at a height level higher than the road surface elevation may be road undulations, slopes, and / or steep entrances. Slopes preferably have a slope angle such that the underside of a vehicle must touch the road surface elevation to pass through the slope angle.

[0020] Obstacles located directly on the road surface elevation may be, for example, foreign objects. Preferably, the foreign object has a length of less than 50 cm, particularly preferably less than 25 cm, and most preferably less than 10 cm when measured on its longest side. This foreign object may in particular be a screw or nail.

[0021] The determination in step b is achieved, for example, by using at least one sensor of the vehicle. This at least one sensor is selected from camera sensors, PDC sensors, LiDAR sensors, and radar sensors. For example, a combination of different sensors can also be used to determine whether an obstacle exists in the vehicle's driving path. This ensures that obstacles can be reliably identified.

[0022] The determined sensor data is transmitted to the server, for example, as historical sensor data. Preferably, this historical sensor data can be accessed via a wireless data transmission device and considered during the determination in step b. This has the advantage of allowing for the early consideration of known obstacles in the driving path for which there are alternative routes.

[0023] For example, in step b., static and / or dynamic vehicle data are continuously compared with the driving path. Static vehicle data, as understood by those skilled in the art, includes, for example, the vehicle's dimensions, i.e., its height, width, and / or length, and this also includes, for example, the type of tires used by the vehicle, as this may affect the vehicle's height. Dynamic vehicle data includes, for example, the vehicle's chassis height status and / or load status and / or vehicle width status. The vehicle width status preferably includes the status of at least one side mirror, wherein, particularly preferably, folded and unfolded side mirrors are distinguished. During driving, chassis height may be affected, for example, by air suspension, and the vehicle's height may also be affected by the vehicle's load status. For example, when the vehicle load is high, the vehicle height may be lower. Another example is folding the vehicle's side mirrors during driving, thereby reducing the vehicle's width. Continuous comparison achieves higher reliability in driver assistance systems because it avoids erroneous positive reports.

[0024] For example, in step c., the location of at least one obstacle is stored by the driver assistance system and continuously compared with the vehicle's current position in the driving path. Storing the location of obstacles prevents the driver from forgetting them. The obstacle may not be located within the driving path, but rather in its vicinity. The obstacle may be relevant during and after parking, especially if the vehicle door is damaged by the obstacle when the driver opens it. This can be prevented by outputting a warning signal when the vehicle door is jammed. Thus, even after the vehicle has stopped, collisions with obstacles can still be avoided.

[0025] The storage process continues, for example, until the vehicle has completely passed the obstacle. This has the advantage of eliminating the need to store unnecessary data. Once the obstacle is no longer relevant to the vehicle, further storage is unnecessary. This limits the amount of data to be processed and makes the method more efficient.

[0026] Driver assistance functions include, for example, longitudinal and / or lateral control functions. Therefore, driver assistance functions can bypass or avoid obstacles, and / or stop in front of obstacles if the vehicle height is too high to ensure sufficient clearance. This reduces or avoids the risk of collision with obstacles. Driver assistance functions include, for example, control of side mirrors and / or chassis height. The resulting advantage is that in passages that are too narrow and / or too low, the side mirrors can be folded to adapt to the vehicle width and / or the air suspension can be adjusted to its lowest position to adapt to the vehicle height, thereby allowing the vehicle to pass safely through such passages without the risk of collision.

[0027] The method is performed, for example, when the vehicle is moving forward and / or backward. Therefore, it is not important for the method whether the vehicle is in a forward-moving state or, for example, a stopped state involving backward movement. The speed of the vehicle when moving forward is preferably at least 10 km / h, particularly preferably 30 km / h, and most preferably 50 km / h. This, in particular, enables the analysis of obstacles and the determination of whether a collision risk exists during driving.

[0028] The predetermined trigger threshold depends on at least one parameter, selected from collision risk, vehicle speed, vehicle trajectory, and the activation status of the driver assistance system. Collision risk can be categorized as follows: Low risk, defined as, for example, minor vehicle damage due to damage to a side mirror while passing through a narrow passage, such as a tunnel; Medium risk, referring to significant vehicle damage with a risk of personal injury, such as severe roof damage while passing through a tunnel, potentially causing head injury to the driver; High risk or unpredictable risk, where such risks may lead to unforeseen consequences, for example, due to insufficient data, or damage that could render the vehicle totaled. Vehicle speed may also be relevant, as, for example, passing through a tunnel at a low speed may be less risky than passing through at a higher speed. Vehicle trajectory may also be relevant to the trigger threshold, as different collision scenarios may occur depending on the angle at which the vehicle approaches, for example, a tunnel entrance. Additionally, it may be relevant whether the driver assistance system is activated, such as whether the vehicle is in autonomous driving mode or under driver control. Autonomous vehicles are typically already in a state of minimum collision risk, while human drivers always face additional risks, such as due to distraction during driving. Therefore, trigger thresholds can be adapted through a combination of one or more parameters to allow the vehicle to output warning messages or intervene in the vehicle's lateral and / or longitudinal control functions. This improves the efficiency of the method and reduces false forward warnings or interventions in vehicle control.

[0029] The technical problem of the present invention is also solved by a driving assistance system designed for use in a method having the above-described features. The driving assistance system preferably includes at least one sensor. Furthermore, the driving assistance system also has a control device by means of which the above-described method steps can be executed. The control device is specifically equipped with sensors to receive sensor signals and / or data from the sensors, or to transmit control signals to the sensors. In addition, the control device is also connected to a display device of the vehicle.

[0030] Furthermore, the technical problem of the present invention is solved by a vehicle having the above-described driving assistance system. Attached Figure Description

[0031] The embodiments of the present invention are described in detail below with reference to the accompanying drawings. In the drawings:

[0032] Figure 1a The top-down view shows the scene with vehicles and obstacles.

[0033] Figure 1b The rear view shows a scene with vehicles and obstacles.

[0034] Figure 2 A schematic diagram of possible obstacles is shown.

[0035] Figure 3 A schematic diagram illustrating the storage of obstacle locations is shown, and

[0036] Figure 4 A flowchart is shown for a method of using a driver assistance system to operate a vehicle.

[0037] In the accompanying drawings, the same structural elements have the same reference numerals. Detailed Implementation

[0038] Figure 1a A scenario is shown with vehicle 10 equipped with a driver assistance system 11, moving along a driving path 12 in direction R. In this two-dimensional view, the driving path 12 is adapted to the vehicle width B of vehicle 10. The driving path 12 is surrounded by a range 13 of intervals, the outer boundary of which is defined by a boundary 14 spaced apart from the driving path 12. Vehicle 10 moves toward obstacle 15, which is designed as a tunnel entrance. The left pier is located outside the driving path 12 and also outside the surrounding area 13 of the driving path. However, the right pier is present in the surrounding area 13 of the driving path, as determined by sensor 16. Consequently, a predetermined trigger threshold is exceeded, and a warning signal is output because obstacle 15 has been determined to be located in the surrounding area of ​​the driving path.

[0039] Figure 1b A rear view of vehicle 10 along the driving direction R is shown Figure 1a The scenario is illustrated. The driving path 12 of vehicle 10 is three-dimensional, taking into account the height H of vehicle 10. The obstacle 15, i.e., the tunnel entrance, is located to the left of the vehicle, outside the driving path 12 and outside the surrounding area 13 of the driving path; however, the tunnel top of the tunnel entrance is inside the driving path 12. Therefore, the driver assistance system 11 determines that a predetermined trigger threshold has been exceeded, in which case the driver assistance function, i.e., emergency braking, will be executed to bring vehicle 10 to a stop before it collides with obstacle 15 and causes damage to the vehicle and / or occupants.

[0040] Figure 2The selection of obstacles 15 at different height levels relative to road surface elevation 16, determined by the method described above, is illustrated. Obstacles 15 are located at a height level 18 lower than road surface elevation 17. Examples of this include potholes or sewers in the road surface, which could damage a vehicle if its tires drive into them at excessive speed. Obstacles 15 are located at a height level 19 higher than road surface elevation 17. Examples of this include road surface undulations. Furthermore, obstacles are located at a height level lower than the passage height 20, such as tunnel entrances, where vehicles are too high to enter the tunnel without damage. Additionally, obstacles 15 are located directly within road surface elevation 17 in the form of foreign objects 21. These foreign objects are, for example, nails or screws.

[0041] Figure 3 The diagram shows a vehicle 10 moving within a travel path 12. The vehicle 10 starts at position A, where a sensor 16 (not shown) identifies an obstacle 15 in the surrounding area 13 of the travel path. The location of the obstacle 15, such as a bollard, is stored here by the driver assistance system 11. When the vehicle enters a parking space at position B, the obstacle 15 is directly in front of the vehicle 10's door. When the driver stops and someone exits the vehicle, the door may be damaged due to the obstacle 15, therefore the driver assistance system 11 outputs a warning signal to alert the occupants to the presence of an obstacle in the surrounding area 13 of the travel path. If the vehicle 10 continues to travel and is in position C, the obstacle 15 is no longer relevant and can therefore be removed from the driver assistance system 11's storage.

[0042] Figure 4 A flowchart of a method for a driver assistance system 11 for operating a vehicle 10 is shown. In step a., the driver assistance system 11 detects a driving path 12. This involves a three-dimensional driving path that takes into account the vehicle's height. In step b., the driver assistance system 11 determines whether there are obstacles 15, such as tunnel entrances, in the driving path 12 or the surrounding area 13. Figure 1a and 1b As shown, a difference has been established between the two-dimensional driving path and the three-dimensional driving path 12. The tunnel entrance is, for example, an obstacle 15, located at a height level lower than the passage height 20. In step c, a predetermined trigger threshold is compared to determine if it has been exceeded. In this case, the trigger threshold is determined by the vehicle's height and the corresponding tire usage, so the vehicle's height H is known. If this height is greater than the tunnel's passage height, the trigger threshold has been exceeded. In step d, a warning signal is output through the driver assistance system 11, and emergency braking is activated through the driver assistance system 11.

[0043] List of reference numerals

[0044] 10 vehicles

[0045] 11 Driving Assistance Systems

[0046] 12 Driving routes

[0047] 13 interval range

[0048] 14 boundaries

[0049] 15 obstacles

[0050] 16 sensors

[0051] 17 lanes height level

[0052] 18 Lower height level

[0053] 19 higher level

[0054] 20 passage height

[0055] 21 foreign objects

[0056] R direction

[0057] Vehicle B width

[0058] Height of vehicle H

[0059] A positionA

[0060] Position B

[0061] Position C

[0062] a. to d. Methods and steps

Claims

1. A method for using a driving assistance system (11) to operate a vehicle (10), the method comprising the steps of: a. The driving path (12) of the vehicle (10) is detected by the driving assistance system (11), wherein the driving path (12) is a three-dimensional driving path; b. Determine by the driving assistance system (11) whether there is at least one obstacle (15) in the driving path (12), and / or whether there is at least one obstacle (15) in the surrounding area of ​​the driving path (12), and if there is at least one obstacle (15) in the driving path (12) and / or whether there is at least one obstacle (15) in the surrounding area of ​​the driving path (12): c. Determine at least one predetermined trigger threshold of the driving assistance system (11), and / or compare it with at least one predetermined trigger threshold of the driving assistance system (11), and when the predetermined trigger threshold is exceeded: d. Output warning signals from the driving assistance system (11) and / or activate the driving assistance functions of the driving assistance system (11).

2. The method according to claim 1, characterized in that, The area surrounding the driving path (12) is defined by an interval range (13) relative to the driving path (12).

3. The method according to any one of the preceding claims, characterized in that, The obstacle is located at a height level lower than the road surface elevation (17), at a height level higher than the road surface elevation (17), at a height level lower than the passage height but higher than the road surface elevation (17), and / or directly at the road surface elevation (17).

4. The method according to any one of the preceding claims, characterized in that, The determination in step b. is achieved by at least one sensor (16) of the vehicle (10).

5. The method according to claim 4, characterized in that, The at least one sensor (16) is selected from a camera sensor, a PDC sensor, a LiDAR sensor, a radar sensor, or a combination thereof.

6. The method according to any one of the preceding claims, characterized in that, In step b, static and / or dynamic vehicle data are continuously compared with the driving path (12).

7. The method according to claim 6, characterized in that, The dynamic vehicle data includes the chassis height status and / or load status and / or vehicle width (B) status of the vehicle (10).

8. The method according to claim 7, characterized in that, The state of the vehicle width (B) includes the state of at least one side mirror, wherein, preferably, folded and unfolded side mirrors are distinguished.

9. The method according to any one of the preceding claims, characterized in that, In step c., the position of at least one obstacle (15) is stored by the driving assistance system (11) and continuously compared with the current position of the vehicle (10) in the driving path (12).

10. The method according to any one of the preceding claims, characterized in that, The storage continues at least until the vehicle (10) has completely passed the at least one obstacle (15).

11. The method according to any one of the preceding claims, characterized in that, The driving assistance functions include longitudinal control functions and / or lateral control functions.

12. The method according to any one of the preceding claims, characterized in that, The method is performed as the vehicle (10) moves forward and / or backward.

13. The method according to any one of the preceding claims, characterized in that, The predetermined trigger threshold depends on at least one parameter, wherein the parameter is selected from collision risk, speed of the vehicle (10), trajectory of the vehicle (10), activation status of the driver assistance system (11), vehicle manufacturer settings, and driver settings.

14. A driving assistance system (11) designed for use in the method according to any one of the preceding claims.

15. A vehicle (10) having a driving assistance system (11) according to claim 14.

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